Container cargo vessel



Feb. 10, 1970 P. MEEUSEN 3,494,487

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N .t www MM WM DU mm United States Patent O 3,494,487 CONTAINER CARGO VESSEL Pieter Meeusen, De Waterman Achterzeedijk 1, Barendrecht, Netherlands Filed Jan. 29, 1968, Ser. No. 701,427 Claims priority application Netherlands, Jan. 30, 1967,

Int. Cl. B63b 27/16, 27/22 U.S. Cl. 214-15 6 Claims ABSTRACT OF THE DISCLOSURE A container cargo vessel provided with a plurality of longitudinal holds for each deck with at least one vertical lift to serve each longitudinal hold, longitudinal conveyors for each longitudinal hold, an intermediate conveyor for each lift, and power mechanism for operating the lifts and conveyors. The holds, conveyors and liftS are arranged so that the cargo vessel may be loaded and A The invention relates to a container cargo vessel equipped with containers and having means for the stowage and securing of the containers in the holds of the vessel.

A vessel of this kind is already known, inter alia, from the publications regarding the Lautovick system. With this system the containers are loaded via a raft port, in the course of which they are transported to the various decks via loading bridge of adjustable height situated on the quay, which loading bridge is provided with conveyors.

One drawback of this system is that the raft port does not cover the entire breadth of the vessel. Another drawback is that the vessel can only be unloaded in harbors where special loading bridges are provided, so that incidental taking on board of a small number of containers in a small harbor is hardly feasible in practice. Furthermore, the absence of loading stages may be a Serious drawback in the case of re or other emergencies.

Another known system is the palletized vessel described in the Markussen publication. With this system, a pallet lift is incorporated amidships in the loading stage, provided with a roller track with connecting rollers tracks athwartships on each middle deck. The pallets are lifted from the roller tracks by means of pallet trucks or forklift trucks, conveyed in the transverse and longitudinal directions and subsequently stowed by man-power in the hold.

One drawback of this system is that the pallets cannot be placed in position in a straight line and be further transported fore and aft and athwartships by means of mobile transport units, which means that time losses occur because the correct connection is lacking. For container transport the system is practically unworkable.

It is the object of this invention to overcome the abovementioned drawbacks and provide a simple and economic container cargo vessel.

For this purpose the upper deck is provided with a number of loading stages whose breadth, or whose collective breadths covers the entire breadth of the vessel once or several times, while in the holds longitudinal conveyors are similarly installed over the entire breadth ice of the vessel, on which conveyors the containers are loaded via the loading stages and stowed in the holds below deck.

In the case of small container vessels with one loading level on the bottom, the containers can be placed directly on the hold conveyors. It is even possible to place several containers one above the other, although the number is limited on account of the great pressure upon the lowermost container. As a rule not more than two containers can be placed one above the other, so that for larger vessels several loading levels are necessary.

Ships have also been built of late in which the containers are placed in the holds directly by cranes, so that stowage is effected vertically only.

For this purpose the upper deck must be practically entirely open, i.e., it must have loading stages extending as far as possible in the longitudinal and transverse directions. The longitudinal strength which is normally taken by the upper deck must in this case be obtained in a different manner and this involves serious difliculties for large vessels.

It is expected that in the future not only piece goods but also bulk goods, especially liquids, cars, etc. will be conveyed by container to an increasing extent, in which case transfer costs may be wholly or partly eliminated. This will be especially true if container vessels, such as bulk carriers and tankers, increase in size, permitting reductions in the cost of marine transport per ton-mile.

For the purpose of providing a more efficient loading ssytem, the subject invention provides the holds with a number of hold conveyers built one above the other to serve every loading level. The hold conveyers are interrupted at the loading stages, and one or more intermediate conveyers may be installed in the loading shaft at each loading level. The intermediate conveyors may be installed at the various loading levels by means of a crane, or may be made to fold back at each loading level. Both possibilities shown the drawback that the crane driver will no longer have a good view if the containers have to be installed deep in the hold on the intermediate conveyors. Moreover, loading and discharging of the containers by means of the crane is the most important operation, since the total loading and discharging time of the vessel is decided by it. It is of great economic importance that this time shall be as short as possible. As the hoisting height has to be covered twice and great care is required for placing of a container deep in the hold, the placing of containers by crane on deck can be effected twice as quickly as in the holds.

The invention not only aims at rendering it possible to load and discharge containers with preferably only one man in the crane cabin and one man in the vessel, `but also aims at shortening the total loading and discharging time to the utmost possible extent.

To this end, according to the invention, the intermediate conveyors are installed on a lift that can move up and down in the loading shaft.

During loading the lift is situated at deck height, while simple means ensure that the crane driver can place the containers in true position on the intermediate conveyors. Uncoupling can be effected from the crane. After the lift platform has been fully loaded, it descends to the desired loading level at which all the containers are simultaneously transferred via the intermediate conveyors to the hold conveyors. In this operation the crane can continue without interruption to load another lift platform, for which purpose the containers need not all be of the same length. This should be the case however, for each lift load. For this purpose the containers are first connected on the intermediate conveyors to the previous load, after which the entire transport is effected simultaneously until the last containers added are clear of the lift. Then comes the next load, and so on. The length of the containers is therefore of no importance. In the case of loading levels which taper because of the shape of the vessel, some of the hold conveyors will need to be shorter. This is no drawback, because a few containers can first be loaded onto the longer hold conveyors until the difference in length is eliminated and the whole lift load at a time can be slid into the loading level.

For discharging, the operations are performed in the reverse order, during which the discharging time may be shortened considerably, as the containers are first brought on deck by the lift and can afterwards be quickly removed by means of cranes.

The installing of conventional lifts with cables and winch driving gears in the loading shaft gives rise to serious difficulties in the case of a container cargo vessel. Owing to the variation in length of the cables, the lift platform, together with the intermediate conveyors will not make good connection with the hold conveyors when heavy containers leave the platform r are slid on to it. Another drawback is that the winch driving gears on deck will be an obstacle to the containers in the deck load.

According to the invention these drawbacks can be surmounted by pivoting a lift which consists of a platform having at the sides a number of driven pinion gear wheels which mesh with the gear racks mounted on the shaft of the lift.

In the case of a container cargo vessel a lift of this kind offers the advantage that the platform is rigidly enclosed and can be fixed precisely in position at each loading level.

According to the size of the container cargo vessel and the demands made by the rating offices, a larger number of watertight compartments may be required.

According to the invention it is possible for this purpose to provide the vessel with a number of longitudinal watertight bulkheads while recessed loading stages are provided between the plating and a longitudinal bulkhead and in between the longitudinal bulkheads over the entire length of the hold and are scarfed to each other in such a way that the longitudinal strength of the upper deck is not impaired by the loading stages.

It is also possible according to the invention for the loading levels to be Separated from each other by watertight decks. In such case the intermediate conveyors are installed on the watertight middle deck hatches.

Although this form of construction is not recommended in the case of larger vessels, it may prove more economical for smaller vessels, e.g., with only one middle deck, to omit the lifts. This advantage should incidentally be weighted against the drawback of a longer loading time and is also related to the driving technique for the movement of the middle deck hatches and the intermediate conveyors.

For conventional cargo vessels it is usual to employ watertight cross-bulkheads, but the latter should be restricted as far as possible, since the number of loading stages with lifts would thereby be increased. Watertight longitudinal bulkheads and watertight middle hatches are, however, no obstacle as they will generally comply with the specified requirements of the rating oices.

According to the invention the requirements specified for watertightness may also apply to the container.

For this purpose, according to the invention, the watertightness may also apply to the container.

For this purpose, according to the invention, the watertight compartments required for safety are obtained by making the containers watertight and providing them with watertight doors.

Although lthe containers will then be somewhat more expensive, the vessel can be built at a considerably lower cost, as in this case the watertight compartments and middle decks may be omitted.

For this purpose, according to the invention, hold stays are provided at container breadth or a multiple thereof which stays are connected with cross-girders at container height or a multiple thereof, while in the longitudinal direction they are interconnected by longitudinal conveyors together forming a spatial framework which gives the vessel very great strength and rigidity.

Thanks to the above-mentioned spatial framework the vessel can be built at much lower cost. Middle decks and bulkheads are then superuous and the upper decks with smaller loading stages may consequently be lighter and cheaper. Thanks to the compact support, a large number of containers can without objection be taken on deck. The recessed loading stages with flush hatches, operated hydraulically, render the container cargo vessel very suitable for the conveyance of containers as deck load.

Although containers with a perfectly flat bottom are conceivable, they are usually provided in practice with stiffening pieces and reinforcing strips, as a result of which their conveyance over roller tracks is adversely affected. Roller tracks are in this case very costly on account of the rollers, spindles and bearings.

According to the invention, the container cargo vessel may be equipped with cheaper and more suitable conveyors.

To this end, the intermediate conveyors and the hold conveyors are composed of a number of frames, provided at top and bottom with chutes having driven sprocket wheels at one end and return sprocket wheels with intervening chains at the other end, which chains consist of long-linked plate chain with carrier sleds between the plates and provided at topand bottom with interchangeable sliding surfaces whose shape is matched with the shape of the chutes.

Although it is possible to provide all the Conveyors with separate driving mechanisms, this can according to the invention 'be effected in a more advantageous manner.

For this purpose the driven sprocket wheels on the intermediate conveyors have one or more common driving spindles which can be driven by one or more driving -mechanisms situated on the lift, 'which spindles have one or more driving gear wheels. The driving spindles of the hold conveyors are likewise provided with driving gear wheels having movable coupling gear wheels which can be moved into the shaft of the lift in such a manner that the coupling gear wheels automatically engage the driving gear wheels on the driving spindles of the intermediate conveyor when the lift arrives at the appropriate loading level.

As all the hold conveyors can be operated from the lift, not only is the cost lower but the switching mechanism is far simpler. Maintenance may also be cheaper.

Furthermore, a sled conveyor for a vessel is far more advantageous than a roller track 'because there is always a certain amount of play on the sprocket drive of a roller track, which means that the containers, on account of the movements of the vessel in the longitudinal direction, have to be very soundly secured. According to the invention this securing or sea-proofing of the containers is preferably effected by providing the vessel with blocking devices consisting of longitudinal side tracks positioned on one or both sides of each loading level, provided with levers which are elastically connected with the stays or other members of the spatial framework, so that the guide tracks can be moved in the longitudinal direction with or without a centrally controlled driving device, in such a way that if, for instance, the guide tracks are pulled, the levers press them against the containers, as a result of which the latter are brought into sea-proof connection with the vessel.

The containers thus connected with the vessel formas it were a ship `with a large number of small watertight compartments. If these compartments are filled with liquids or withbulk goods then there is no danger of the cargo shifting in the event of a heavy list of the vessel. The container cargo Vessel described in the foregoing therefore cannot suddenly capsize as does happen withv bulk carriers and other vessels. Vessels for the conveyance of special cargo or ships with deep tanks, refrigerator holds, etc., may consequently be replaced by a uniform container cargo vessel equipped with containers which are adapted to the cargo to be carried.

Last but not least, it may be mentioned that loading and discharging as well as the delivery and removal of containers on the discharging wharf can be effected in a much shorter time `when using the above-mentioned container cargo vessel and a corresponding organization. As a matter of fact it is possible to discharge and load with the same loading crane, so that the crane need hardly ever perform transport operations with no load. For the achievement of this object only one loading level is first emptied per hold. As soon as this has been done the lift can by turns take a load of containers back with it, to be loaded in the already emptied loading level. The delivery and removal of the containers by the crane is elected in the same manner. The crane takes one or more containers from the lift to the wharf and brings back one or more containers from the wharf to the lift to be deposited at the place just emptied. The crane is thus loaded in both directions. The same applies to straddle carriers which convey the containers vice versa between the discharging wharf and the container terminal. The discharging berth under the crane can in this case be divided into halves. On one-half the straddle carriers being the containers to be loaded (e.g., as close as possible to the vessel) and on the other half they take back with them the containers discharged by crane from the vessel for conveyance to the container terminal. 'Ihis transport, too, is thus rendered much cheaper.

The invention will be further elucidated on the basis of an embodiment shown in the drawings.

FIG. 1 is a horizontal section of a container cargo vessel.

FIG. 2 is a longitudinal section of the container cargo vessel of FIG. 1 taken along lines 2-2 of FIG. l.

FIG. 3 is a cross-section of the container cargo vessel of FIGS. 1 and 2 taken along lines 3-3 of FIG. 2.

FIG. 4 is a longitudinal section of a lift together with an intermediate conveyor, with a part of the hold conveyor on either side of the intermediate conveyor.

FIG. 5 is a horizontal section of the lift taken along lines 5 5 of FIGURE 4.

FIG. 6 is a top-plan view of the lift together with an intermediate conveyor with a part of the hold conveyor on either side.

FIG. 7 is a longitudinal section of the lift taken along lines 7 7 of FIG. 6.

FIG. 8 is a side view of the coupling device between an intermediate conveyor and a hold conveyor.

FIG. 9 is a section of a chute with a sled.

FIG. 10 is a side view of a plate chain with an incorporated sled.

FIG. 11 is a top-plan view of a plate chain with an incorporated sled.

FIG. 12 is a crosssection of a part of a container together with a blocking device.

FIG. 13 is a top-plan view of the blocking device.

FIG. 14 is a section of alternate embodiment of a chute with a sled.

FIGS. 1 TO 3 In FIGS. 1 to 3 the container is provided with three longitudinal bulkheads la, 1b, and 1c which form four holds, 2a, 2b, 2c, and 2d. The holds are provided with loading stages 3a, 3b, 3c, and 3d in which a lift 4 is installed, Each lift is provided with intermediate conveyors 5 upon which containers 6 may be loaded. Hold conveyors 7 are provided for each hold. Intermediate conveyors 5 are mechanically coupled with the hold conveyors 7, so that at each lift-loading containers 6 are moved along one container length. The loading stages 3a, 3b, 3c, and 3d, collectively cover the entire breadth CII of the vessel but without impairment of the longitudinal strength of the upper deck.

In FIG. 2, lift 4 is shown with intermediate conveyors 5 loaded with two layers of containers 6. The ship includes three loading levels, 8a, 8b, and 8c. At each loading level the intermediate conveyors 5 can be connected to the hold conveyors 7 so that containers 6 can be slid from the lift to the hold conveyor at the desired loading level.

As best seen in FIG. 3, the loading levels 8a, 8b, and 8c are formed by chutes 9 resting on cross-girders 10 supported by stays 11 which together form a spatial framework between which containers 6 may be stowed and clamped sea-proof in position.

FIGS. 4 TO 7 In FIGS. 4 lift 4 is provided with an intermediate conveyor 5 consisting of long-linked chain 12 provided with sleds which side into chutes 30. Chain 12 is driven by sprocket wheels 13 whose driving mechanism is situated in the engine room 14, incorporated in lift 4. Chutes 30 are aligned with chutes 9 of the holds. Lift 4 is disposed so that it may be aligned with the adjacent hold conveyor 7.

In FIGS. 5 and 6, lift 4 is provided with gear wheels 15 which are driven by a driving mechanism 16 situated in the engine room 14. The gear wheels 15 thus driven mesh with pin edging 17, while counter-wheels 18 are provided opposite gear wheels 15 to give guidance and to receive the pressure. Also situated in the engine room 14 are the driving mechanisms 19 of the intermediate conveyor 5, whose driven sprocket wheels 13 are interconnected by driving spindles 20 on which a gear wheel 21 is mounted. Gear wheel 21 automatically engages the coupling gear wheel 22 when the latter has come into operation on gear wheel 23 of the hold conveyors 7. The hold conveyors can thus be operated from the lift.

FIGS. 8 TO 14 In FIG. 8 the coupling gear wheel 22 is mounted so as to be connectable by means of the rotatable coupling plate 24 with gear wheel 23. There is also provided a cylinder 25 for bringing the coupling gear wheel '22 into a position such that this gear wheel automatically engages gear wheel 21 when lift 4 has arrived at the appropriate position.

In FIG. 9 a plate chain 31 is shown. Mounted on the chain are support members 26. Suitable mounting means may be used to attach support members 26 to the chain 31.

In FIGS. l0 and 11, sliding components 26 are shown disposed at intervals on plate chain 31.

In FIGS. 12 and 13 mechanism is shown for clamping containers 6 in a sea-proof position. Lever means 28 is hingedly mounted to stays 11. Guide tracks 27 are suitably mounted to levers 28 longitudinally disposed with respect to the pole. Pressure may be applied to the containers 6 by pushing the guide tracks 27 to the left as shown in FIG. 13, until it makes contact with container 6. When suicient pressure has been applied the guide tracks may be pushed into position so that the containers may be locked in place.

In FIG. 14 an alternative embodiment of FIG. 9 is illustrated. In FIG. 14 components 26 have been replaced by vertically disposed members 32 which may be attached by suitable means to the side of plate chain 12. Chute 9 has also been replaced by a rail section 29. Rail section 29 has the advantage of not permitting dirt to accumulate therein.

In operation the containers may be placed upon lift 4. Lift 4 will then be lowered to the appropriate loading level 7. At this point intermediate conveyor 5 will be driven by drive mechanism 16 so that the containers are longitudinally transferred to the hold conveyor. The hold conveyor is in turn driven through the coupling mechanism shown in FIG. 8 until the containers have come to rest on the hold conveyor. The lift then ascen'ds to the top deck to receive an additional load of containers. The process of loading is then repeated and the intermediate conveyor will again transfer the containers 6 to the hold conveyors 7. The previously loaded containers will then be pushed one container length longitudinally into the hold. In this fashion the entire ship may be loaded with containers.

I claim:

1. A container cargo vessel having a plurality of holds adapted to receive and to store containers comprising an upper deck provided with a plurality of loading stages disposed about the deck whose collective breadth is at least as great as the entire breadth of the vessel, longitudinal hold conveyors installed in the holds over the entire breadth of the vessel on which conveyors the containers are loaded through the loading stages, a plurality of longitudinal watertight bulkheads in which a rst group of loading stages is installed between each side of the Vessel and the adjacent longitudinal bulkheads and a second group of loading stages is installed between the longitudinal bulkheads themselves over the entire breadth of the hold, which loading stages are connected to each other in such a way that the longitudinal strength of the upper deck is not diminished by the loading stages.

2. A container cargo vessel having a plurality of holds adapted to receive and to store containers comprising an upper deck provided with a plurality of loading stages disposed about the deck whose collective breadth is at least as great as the entire breadth of the vessel, longitudinal hold conveyors installed in the holds over the entire breadth of the vessel on which conveyors the containers are loaded through the loading stages, and hold stays spaced from one another and the sides of the vessel at container breadth or multiples thereof, which hold stays are connected with each other -by means of cross-girders spaced lfrom one another at container` height or multi-ples thereof, said cross-griders being interconnected in the longitudinal direction with the longitudinal hold conveyors, so that a spatial framework is formed which gives the vessel very great strength and rigidity.

3. A container cargo vessel having a plurality of holds adapted to receive and to store containers comprising an upper deck provided with a plurality of loading stages disposed about the deck whose collective Ibreadth is at least as great as the entire breadth of the vessel, longitudinal hold conveyors installed in the holds over the entire breadth of the vessel on which conveyors the containers are loaded through the loading stages, said holds being provided with a plurality of said longitudinal hold conveyors built one above the other on a like number of loading levels substantially interrupted only at the loading stages, a loading shaft adapted to receive each loading stage and at least one intermediate conveyor installed in each loading shaft and adapted to be automatically coupled to the longitudinal hold conveyors for loading, unloading and storing containers on each loading level, said hold conveyors and intermediate conveyors each comprising a plurality of 'frames provided at top and bottom with chutes, driven sprocket wheels at one end and return sprocket wheels at the other end, and interlinking chains comprising a long-linked plate chain with transverse sleds disposed between the plates and having interchangeable sliding surfaces at top and bottom whose shape matches the shape of the chutes.

4. A container cargo vessel as defined in claim 3, in which the driven sprocket Wheels on the intermediate con.-

veyors have common driving spindle -means engageable with at least one driving mechanism disposed on the loading stage, said spindle means comprising at least one driving gear wheel which is engageable with driving gear Wheels and coupling gear wheels of the hold conveyors, said coupling gear wheels being disposable in the loading shaft to engage said driving mechanism in the loadstage when the loading stage is disposed at a loading level.

5. A container cargo vessel having a plurality of holds adapted to receive and to store containers comprising an upper deck provided with a plurality of loading stages disposedabout the deck whose collective breadth is at least as great as the entire breadth of the vessel, longitudinal hold conveyors installed in the holds over the entire breadth of the vessel on which conveyors the containers are loaded through the loading stages, said holds being provided with a plurality of said longitudinal hold conveyors built one above the other on a like number of loading levels substantially interrupted only at the loading stages, a loading shaft adapted to receive each loading stage and at least one intermediate conveyor installed in each loading shaft and adapted to be automatically coupled tothe longitudinal hold conveyors for loading, unloading and storing containers on each loading level, and locking device means comprising longitudinal guide tracks disposed on at least one side of each loading level and levers elastically connected with the framework of the ves-sel, said guide tracks being movable in a longitudinal direction in such a manner that the levers press the guide tracks against the containers so that the latter are firmly held in position.

6. A container cargo vessel having a plurality of holds adapted to receive and to store containers comprising an upper deck provided with a plurality of loading stages disposed about the deck whose collective breadth is at least as great as the entire breadth of the vessel, longitudinal hold conveyors installed in the holds over the entire breadth of the vessel on which conveyors the containers are loaded through the loading stages, said holds being provided with guide rails for the containers which are arranged so that with backward movement of the containers the rails are permitted to clamp the containers.

References Cited UNITED STATES PATENTS 929,139 7/ 1909 Kirchner. 1,955,959 4/ 1934 Harnischfeger et al.

2,379,231 K 6/1945 Harrison 214-15 2,682,751 7/1954 Bock 214-12 XR 2,746,616 5 1956 Sinclair. 2,247,146 6/ 1941 Baldwin. 2,894,650 7/ 1959 Black et al. 214-14 XR FOREIGN PATENTS 295,518 8/ 1928 Great Britain. 806,098 12/ 1958 Great Britain. 953,530 3/ 1964 Great Britain. 535,657 2/ 1955 Belgium.

GERALD M. FORLENZA, Primary Examiner F. E. WERNER, Assistant Examiner Us. c1. XR. 114-72; 214-16.4

P0-1050 UNITED STATES PATENT OFFICE 569 CERTIFICATE oF CORRECTION Patent I'Qo. 3,1915J487 Dated Februarv lO. 1970 Inventor(s) Pieter Meeusen It is certified that error appears in the above-identified llat'ent and n'nat said Letters Patent are hereby corrected as shown below:

Column 1, line 51%, for "rollers" read -roller Column 2, line 38, for fshown" read show Column 3, line 214, for

"pivoting" read providing Column 5, line 28, for

"being" read bringing Column 8, line 7, for "load" l read loading SIGNED AND T. SEALED mszsm (SEAL) Amst:

ummm E. msnm. JR- mm'au'mh' m Commissioner of P81500 

